Tire



Aug. 28, 1945.

F. R. MAYS ET AL TIRE Filed Feb. l, 1943 2 Sheets-Sheet 1 Patented Aug. 28, 1945 Floyd-1R. Mays, chicagn, 1111:, ana-Robert n.. Royal, PaducahcKyg.

y Application February 1, 1943, S'erialNb. 47";L2`9'45v (c1. 15asay Claims.

'his inventionrelates to tires for automotive vehiclesandmore particularlyresilient tires for use. onwheels of such. vehicles.

One object oflthev invention is to provide a tire adapted` tobe appliedV to thewheel of an auto-v motive vehicle, wherein` spring and friction means. are. employed. to effectively absorbthe shockstowhich the vehicle is Asubjected in service.

Aiurther object of-the invention isfto -provide a tirecf.1 the character. indicated, comprising inner and outer rims which are relatively displacea-bletoward andaway from each other radially ofthe wheel andare :also adaptedto have slight` relativerotation, and: shock.` absorbing means in the formof` spring resisted units carried by one of.v then-ms andcooperating friction posts carried bythe other.- rim adapted-to compress the spring units;and also havey frictional engagement therewithto. yieldingly oppose said relativev radial movement.andsaidrelatve rotation, thereby absorbing the shocks While the vehicle is traveling,over.a=.r.oadway, as-well-.as-the shocks due to driving torque.

Other objects of the inventionwill morefclearly appear from the-descriptionandclaims hereinafter following.

In the drawings forming. a part of this specification, Eigure 1 isf a sideelevational view. of a wheel of an4 automobile orvv motor truck, illus-` trating our improvements in connection therewith.vv Figure 2 is.,a transverse, radial, sectional View, corresponding substantially, to the line 2--2 of Figurel, said .viewbeingon an enlarged scale'.v

Figures 3 and 4- are transverse, radial'r sectional views, on an enlargedscale, corresponding., respectively to the lines 3.-3.` and 4-4of vFigure 1, showing, the tire and abrokenpcrtonof the wheel.' Figure is a longitudinal,.sectional view of. one of the spring units employed in theimproved. tire, said View corresponding. substantially to the-line 5`5Joff Figure 6. Figure 6.is a

. transverse, vertical, sectional view,' corresponding. substantially. to the line., 6 -.of Figure 5.

In said drawings, l0. designates awheel of any automotive .vehicle of the well-known Idisc' type.. Whichhas the usual bolt receiving openings Il therethrough toaccommodate the bolts for` fasteninglthe disc-to the wheelhub ofthe vehicle.'`

Our improvedltire structurecomprises broadly an inner ring Aof4 channel-shaped'y transverse cross sectionxedtc thedisc 10;,an annular se, ries' of hardwood'segments. o-r, blocks B-B seated in the' channelof' the ring A; and fixed so said ring; asecond annular series of hardwoodv segments or blocks C-.C` surrounding the4 series B-Band spaced therefrom; iiat ringlike sidev plates D-D at; oppositesides ofthe outer series 0f 10100125,y securedto the latter and telescoped over the.` sides. of. the, channel ringI A; shock absorbing. spring units E-E carried'A by the blocks: C--C,.each comprising a housing F.L a frictionI capV G and a spring. resistance H; friction posts: J-J, carried by the blocks B--B and cooperating ,withthe spring units E--E; centering blades carriedby theblocks C--C; andv centering :guidesiL--L carried by the blocks B-B,

rIhe inner; ring; A comprises an annular: main.

bcdyportioir. I`2 provided :with outstanding, laterallyj spaced;d circular iianges Iii-I3. atopposite sides thereof; thevring structure thus Ybeing of substantially channel-shaped` transversev cross. section. crossusection. shown mwsty clearly-inI Figures 2, 3, andi; and. corresponds to the cross section shape of a well knowntype of rim commonly employed onautomobilezwheels'. The flanges |3--I3 may bei.iormedin.v one piece with. they main body por-v tion. I2, but: as herein. illustratedI are formed'of' separate: pieces, welded vto .the portion l2 i adj acentr the outer.' edgesithereot: The' ring Af is fixed to the-disc l-1offthe1wheel by rivets l. ill-Nextendling throughthevbodyfportion l2fofthe ring-A and an annular peripheralilange |-5-of the disc I0.'

The' blockslf orsegments-B-Bg which are of hardwood, arel preferably eighty inl number, as illustratedin the drawings; Each block has the inner sidethereofshaped to t the interior contour of the-ring'A. rPhe-blocks B are all of thev sameArx size and are arranged in annular series within the'channel -of'fthering A. These blocks engage end-to endand are of such a thickness that they ll the channel with their outer faces flush wi'th the peripheral edges of the flanges i'S'-I'Sof the ring A. Each block B is secured to the'ringA by'aparof circumferentially spaced, transversely disposed bolts |6"-Hi extending through the-block' and thai-langes I3-I3`of the ring` or'annulus AL, In'a'ddition, each block B is anchored' to the main body' portion I2 of the annulus A' by radiallydisposed bolts Il-ll eX- t'endin-g through the block; theinner wall of the body portion' |'2' ci*` the annulus A, and the flange l5*of the disc I0: As shown, the block B is countersunk to accommodate the heads ofthe bolts sol that-theouter. surface of the block is free of any projections. At' the outer sides the flanges I3"-|3 of 'the' ring'A are covered ,by hardened wearv plates l'8'-l8'-of ringfshape. These/wear plates are clampedito" the iianges |3-l3 bythe TheI main body portion I2 is of the.

The blocks C-C are arranged in annular series surrounding the blocks B-B and are enclosed by.

a steel band I9 secured thereto by screws 2li-2|). The steel yband is preferably covered by an annular' tread of thin rubber 2| to deaden the noise on concrete roads. As shown most clearly in Figures 2, 3, and 4, the blocks are rounded off,

as indicated by 22-22, at their outer corners to prevent fraying off as Wear takes place in traveling over the road. The blocks C-C arepreferably connected by dowel pins F12- 52.

The annulus of blocks C-C is embraced at opposite sides by the ringlike side plates D-D. These side plates, which are substantially flat, are preferably of steel. The `blocks C--C- are clamped between the side plates D-D by a series of transverse securing ybolts 24-24 which extend through said side plates and the blocks, three bolts being preferably employed foreach block.

At their inner sides the plates D-D overlap the verse section shown in Figure 2. The inner end of each post fits the contour of the main body `portion |2 of the ring A and is secured to the ring A by a stud screw 32 having its inner end threaded into a screw threaded socket 33 of the post. The shank of the stud screw 32 extends through the body portion |2 of the ring A and (the flange I5 of the disc ID and has a nut 34 threaded on its outer end by which the post J is clamped tightly to the ring A. Each post is further anchored to the inner rim of the tire by a pairof dowel pins 35 extending through the post and into seats adjacent the blocks BB. The friction posts J-J extend radially of the wheel and have their outer ends which engage between the caps G-G of the corresponding pair of spring units E-E, slightly tapered, as indicated at 36-36. The blocks are recessed, as indicated at 21-21, to provide clearance for the outer ends of the friction posts J-J. The friction posts J.--J are properly lubricated, the outer cover plate D of the outer rim of the tire being provided with suitable openings 50--50 through which the lubricant may be injected. The openings 50-50 are in alignment with the respective posts J--J at a point between the ends thereof.

flanges lS-IS of the ring or annulus A, being telescoped over these flanges. At the zone where the plates D-D overlap the anges |3-|3, they are provided with interior annular grooves 25-25 in which rings 26-26 of packing material are seated. The packing rings 26-26 bear on the wear plates |8|8 and serve to hermetically seal the opening between the side plates D-D and the flanges |3|3 of the annulus A.

The shock absorbing spring units E-E are sixteen in number, arranged in sets of two, and are carried by the blocks C-C of the outer rim. Each block C is recessed at opposite ends to provide seats |21-I21 to accommodate the corresponding spring units E-E, the seat at each end of each block ybeing in axial alignment. with the seat of the adjacent block, so` that the pairs o spring units of adjacent blocks are in axial alignment. Each spring unit E comprises a cylindrical housing F closed at its inner end by a transverse bottom wall 28. The housing F is open at its outer end and has slidable in said open end a Vfriction cap G which normally projects beyondV the end of the housing. The cap G has a convex outer friction surface 29 as clearly shown in Figure 5, the convex surface being preferably provided with a flat spot |29 at the center of sufiicient size to reduce wear. The housing F contains the spring resistance H, which is composed of inner and outer coils 30 and 3| interposed between the bottom wall 28 of the housing and the cap G. The springs 3D and 3| are preferably under initial compression in the assembled condition of `thetire structure. Aswill be clear from Figure l, the spring caps G-G of each pair of adjacent spring units E-E face each other and have the corresponding friction post J extending therebetween.

The friction posts J-QJ, which are eight in number, are interposed respectively between adjacent blocks B-vB' of the inner ring, the ends of these blocks being properly recessed to ac,- commodate the posts` Each post J is in the form of a relatively heavy plate of the trans- Suitable fittings 5|-5I are secured to the outer plate D at said openings 50--50 to which the discharge tube or nozzle of a greasing device is connected whenit is found necessary to lubricate the posts.

The centering blades K--K, which are four in number, are carried by alternate of the outer blocks C-C and project inwardly toward the center of the wheel, one blade being provided for each alternate block. These blades are arranged in a plane at right angles to the axis of rotation of the wheel and centrally of the series of blocks vC-C` Each blade K has a relatively heavy outer end portion orbase 31 seated in a pocket 38 midway between the ends of the corresponding block and is secured by a pair of dowel pins 39;-39 extending through said base and block, as clearly shown in Figure 4.

The centering guides L-L are four in number and are carried by alternate blocks B-B of the inner ring in opposed relation to the blades K-K of the outer ring. Each guide L comprises a relatively heavy metal block 40 which is longitudinally slotted, as indicated at 4|, to slidab-ly receive the thinner inner end portion of the corresponding centering blade K. As shown in Figure i, the length of the slot 4| is considerably greater than the width of the blade K to allow for the required relative rotary movements of the inner and outer rims of the tire. The guides L-L are fixed in position byy blocks 42-42 at opposite sides of the same having a driving t with the walls of the opening in the block B and the block 40. To further secure the guides L-L, a pair of dowel pins'43-43 are employed, which extend through the guides L-L, blocks 40-40, and blocks B-B. Spacers 44-44 are preferably provided at opposite ends of the slot 4| of each block 40 to maintain the proper spacing between the walls of the slot to prevent binding or clamping of the blade K. As will be evident, the blades K-K in cooperating with the guides L--L keep the outer and inner rims in alignment, that is, prevent relative lateral displacement thereof, thereby preventing bending of, or other damage to, the side plates D-D of the outer rim of the tire, which might otherwise occur when the wheel comes in contact with the'curbing of a street or other obstruction.

shocks as the outer rim approaches the inner rim, the tapered portions of the friction posts J travel between the caps G-G of the corresponding pairs of spring units E-E, thus compressing the springs and cushioning the shock. In addition, the cushioning effect will be augmented by the friction created between the friction posts J and the caps G-G of the spring units lil-E. A snubbing action is thus also provided by the friction posts in cooperation with the caps G-G of the units EE. It is further pointed out that relative rotation of the inner and outer rims of the tire is also opposed by the springs of the units E-E inasmuch as the posts J carried by the inner rim will rotate with this rim and eifect compression of the corresponding spring units by forcing the spring caps G thereof inwardly of the housings F against the resistance of the springs 30 and 3l. The shocks sustained due to driving torque are thus effectively absorbed.

From the preceding description taken in connection with the drawings, it will be evident that we have provided an exceedingly einoienttire which effectively absorbs the shocks encountered in traveling on roadways, as well as shocks resulting from driving torque, and that our improved tire entirely eliminates the necessity of employing inflated rubber tires as cushioning means for the wheels of automotive vehicles.

We have herein shown and described what we now consider the preferred manner of carrying out our invention, but the same is merely illustrative and we contemplate al1 changes and modifications that come within the scope of the claims appended hereto.

We claim:

1. In a tire for wheels of automotive vehicles, the combination with outer and inner annular rims, adapted for relative movement toward and away from each other in radial direction; of opaway from each other in radial direction; of opposed spring units mounted on one of said rims, each unit comprising a housing, a sliding cap telescoped within the housing and spring means in the housing opposing inward movement of said cap, said spring means being under initial compression, said caps facing each other; and -a spreading member on the other rim havingsliding frictional engagement between the caps of said units to oppose relative approach of said rims.

3. In a tire for wheels of automotivel vehicles, the combination with outer and inner annular rims, adapted for relative movement toward and away from each other in radial direction; of opposed spring units mounted on one of said rims, each unit comprising a housing, a sliding cap tell esooped within the housing, and coil springs within the housing opposing relative movement of the Y housing and cap, said caps facing each otheiysaid cap and housing of each unit having centering bosses thereon engaging within said springs to center the same; and radial posts on the other rim engaged between the caps of opposed spring units to compress one of each of said opposed' units upon relative rotation of said rims to yieldingly cushion said relative rotary movement.

4. In a tire for wheels of automotive vehicles, the combination with outer and inner annular rims, adapted for relative movement toward and away from each other in radial direction; of opposed spring units mounted on one of said rims posed spring units mounted on one of said rims,

each spring unit including a pair of opposed spring follower caps, and springs under initial compression opposing separation of said follower caps; and tapered spreading members on the other rim, each spreading member being slidingly en-v gageable between the units of one of said opposed sets to compress the same upon relative approach of said rims and thereby cushion shocks.

2. In a tire for wheels of automotive vehicles, the combination with outer and inner annular rims, adapted for relative movement toward and disposed lengthwise of the curvature of said rim, each of said units comprising a housing, a sliding cap telescoped within the housing, and spring means within the housing opposing relative movement of the housing and cap, said caps of opposed units facing each other and said spring means being under initial compression to force said caps toward each-other; and spreading members on the other rim, each .spreading member having sliding frictional engagement between the caps of the units of one of said opposed sets to resist relative approach of said rims and thereby cushion shocks.

5. In a tire for wheels of automotive vehicles,

'the combination with outer and inner annular rims, adapted for relative movement toward and away from each other in radial direction; of opposed spring units mounted on one of said rims; a friction post on the other rim having sliding frictional engagement between said units to resist relative approach of said rims; blocks seated in one of said rims, said blocks being arranged in annular series in circumferentially spaced relation, each block having a guide slot in a plane at right angles to the axis of rotation of the wheel; and a plurality of projecting blades xed to the other rim in parallelism to said slots and in radial and circumferential slidable engagement therein lengthwise thereof, thereby holding said rims against relative lateral displacement.

F. R. MAYS.

ROBERT R. ROYAL. 

